On a spec sheet, the Alpine may not seem up to much. With just 252bhp and 320nm of torque, it seems to be smashed by the competition, such as the BMW Z4's 335bhp. However, the A110 wasn't designed to be a powerful car; it was made as a driver's car. To achieve this goal, the Alpine weighs much less than its competitors; less than 1150kg compared to the porky Z4's 1550kg kerb weight.
This comes together to create an "ultimate driving machine" (oh shi-, that's supposed to be BMW!) that feels so much better on its home turf: bumpy, twisty, thin English B-roads.
I was taken for a drive last Sunday and managed to write down my ramblings into some sort of review, although made challenging because I was shotgun, sadly not driving (only two more years 'til I can though!)
It is a cold Saturday afternoon. My family and I are meeting some friends; they own an Alpine A110 that sits on their driveway that I spot as we are welcomed in. About half an hour later, he offers to take me for a spin. Excitedly, I say yes and a few minutes later we are outside, and we both get in. He starts the four-cylinder on a button press within the centre console, and the engine purrs into life behind us; a slightly gravelly noise, but nonetheless enjoyable.
He pulls out onto the A road next to their house, and we sit there, cruising, for a few minutes. There is an amount of noise that comes from the weight-saving measures that meant some sound-deadening had to be sacrificed. It is nowhere near too loud though, it is just background noise. We are in auto mode at this point, 6th gear, but we still pull good acceleration with little sluggishness.
Suddenly, we pull off the main road into a small B-road that begins to cut its way through the farmer's fields and houses. We stop at an empty junction, and the driver puts it into Sport+ mode, and therefore manual (well, manual-ish, it is still flappy paddles). The dash changes to a more performance-oriented orange display, and we pull away, full throttle. The pull to 40,50, 60, 70, and then 80mph is impressive and only slightly scary; then we have to throw the anchors out to slow for a narrow 90-degree corner. The braking force is impressive and I am pulled forward slightly in my semi-bucket seat. These seats are very comfortable and supportive, and I found them a good mix between performance and everyday usability. We accelerate again, to a similar speed and negotiate some shallow corners. The car feels inert with a small amount of lean that is expected; it feels predictable but also playful when one is in the mood for some hoontastic slides. The suspension as a whole is perfectly suited to the needs of this car. It feels firm without ever feeling uncomfortable or crashy on bumpy roads; it manages to flow through them, an extension of the driver's own body.
The interior as a whole is very well made; minimalistic but still comfortable. The bridged centre console looks modern and luxurious. All the materials feel premium to the touch, and all the software seems to be without lag and looks up to date. You sit very low in the seats, and look slightly up, as the bonnet has a small gradient increase before it dips towards the bumper. The view onto the road is superb and gives very good vision looking through corners.
We had another fast run, this time on a wider road, getting to a not-fully-legal 108mph. Even at these speeds, the pull was again impressive. This is a car that picks up speed with ease. This is due to the small mass the car has, and this has a knock-on effect on the mpg too; the owner reported up to 43 miles per gallon on a European driving trip they did earlier this year.
However, the car does have 1 competitor that gives it a run for its money; the Lotus Emira, which follows similar traits to the Alpine ("simplify then add lightness" - Colin Chapman, Lotus founder). Does this take away from the Alpine at all? Nope, this is still one of the best sports cars of this generation, if not of all time. A true homage to their original french pocket rocket of the '80s.
コメント